Underframe for cars.



PATENTED MAY 31, 1904.

5 SHEETS-SHEET 1.

A. STUGKI.

UNDERFRAME POR GARS,

APPLIoATIoN FILED SEPT. 19, 1903.

lo IoDEL.

wlTNEssEs. j @M No. 761,262. PATBNTED MAY 3l, 1904.

'-A. STUCKI. UNDERFRAME POR CARS.

` vAPPLIoMrmN FILED snPT. 19, 1903. No MoDnL 5 SHEETS-SHEET 2.

INVENTOR. ai I N .UE

WITNESSES.

PATENTED MAY 31, 1904.

A. STUGKI.

UNDERPRAME POR GARS.

APPLICATION I'ILEQ SEPT. 19l 1903.

5 SHEETS-SHEET 3.

N0 MODEL.

m .UE

INVENTOR. S/@Mx M WITNESSES.

PATENTED MAY 3 1, 1904. A

A. STUCKI. UNDERFRAME POR GARS.

AIPLIOATION FILED SEPT. 19, 1903.

5 SHEETS-snm 4.

N0 MODEL.

INVENTOR.

WITNESSES.

No. 761,262. 'P ATENTED MAY 3l, 1904. .'A. STUCKI.

UNDERFRAMB FOR GARS.

APPLIOATION FILED 321,121.9, 1903. No MODEL. 5 SHEETS-SHEET s.

uummum 2 FIG. 8

Patented May 31, 1904. l

vfur-UNITED STATES PATENT OFFICE.

ENOLD srUcKr, oF ALLEGHENY, PENNSYLVANIA, ASSieNon To STAND- AED. STEELCAE co., or PITTSBU OF' PENNSYLVANIA.

RG, PENNSYLVANIA, A CORPORATION UNDERFRAMYE FOR CARS.

SPECIFICATION forming part of Letters Patent No. 761,262, dated May 31,1904.

Application filed September 19, 1903. Serial No. 173,833. (No model.)

lT (1J/Z r11/1,0m 1115 may concern:

Be it known that I, ARNOLD Srnoxr, a resident of Allegheny, in thecounty of Allegheny and State of Pennsylvania, have invented a newanduseful Improvement in Underframes for Cars; and I do hereby declarethe following -to be a full,clear, and exact description thereof.

terial is placed mostly in line with the endl shocks and having the mainlongitudinal carrying members or sills placed at the center of the car,thus being directly in line with the i 5 draft-rigging in order toreceive the end shocksand havmg very llght side sills, whlch areconnected to the center sills by means of very deep and stiff transomsor cross-bearers,

thereby transmitting the load from the car zo sides to the center sills,the latter carrying practically all of the load. In order to make thecenter sills sufliciently strong for this purpose, they are eachreinforced by means of a truss member, which is separated from the 2 5main sill at its centerl and `having its ends connected thereto.A

My invention consists in improving underframes of this character byfastening the truss member to the center sills and in a novel way 3o atthe body-bolster, so as to transfer all of the stress practically to thecenter plate and without danger of shearing-off the rivets.

The invention also consists in so positioning said truss member as toutilize to the full- 3 5 est extent the strength of the metal containedtherein and also in extending said truss member outwardly beyond thebody-bolster to the splice of the draft-sills, thus reinforcing saidsplice.

The invention also consists in a novel casting for strengthening theunderframe at the corners.

In the accompanying drawings, Figure l is a plan view of my underframe,the Hoor and superstructure being omitted. Fig. 2 is a side view of theunderframe for one half of the car, showing a small portion ofthe super-Structure. F'ig. 3 is a central longitudinal vertical section of theother half of the car. Fig. ,4 on its left-hand portion shows an endview of the car and on its right-hand portion shows a transverse sectionon the line 4 4, Fig. 1. Fig. 5 on its left-hand portion showsatransverse section on the line 5 5, Fig. 1, and on line 5a 5, Fig. I'.`Fig. 6 is a detail sectional View through the underframe at the centerplate. Fig. 7 is a detail view of the plate connecting the transonis tothe side sills, and Figs.

8, 9, and 10 are detail views of the corner-cast- 60 ing and portions ofthe end and side sills and diagonal braces.

My underframe is made entirely of metal, and comprises end sills, sidesills, center sills, bod y-bolsters, and suitable transverse connectingmeans and the necessary adjuncts therefor. rIhe underframe has been sodesigned as to most'felectually withstand end shocks, and` as aconsequence the material has been placed mostly in line with the endshocksthat is, near the transverse center of the car. The center sillshave been made very deep and strong, so as to act as the main carryingmembers of the underframe. Preferably these center sills will be formedas trusses and have been so shown in the drawings, each sill comprisinga top or compression member 3, formed, preferably, of a rolledchannel-beam, said beams being placed, preferably, with their Baugesprojecting out- 8O wardly,and abottom or tension member 4, also formedas a flanged bar, preferably an anglebar, such as shown, and having itsends rigidly secured to the compression member by some rigid fasteningmeans, such as the rivets 35 shown. The tension member is deflecteddownwardly at its central portion as far as possible, so as to get themaximum depth, and thus utilize the maximum strength of the material,the downward depression, however, not being such as to come too close tothe track. Interposed between the compression and tension member at thisdeflected portion are suitable struts 5, which are shown as sections ofangle-bar arranged vertically and riveted to the webs of the compressionmemits right-hand portion a similar section on the 5 5 bers and havingtheir lower ends secured to the vertical legs of the tension members bymeans of connection-plates 6. In order to get the greatest possiblebenefit of the metal in the tension members 4, they are so placed thatthe horizontal legs of the angles are located at the bottom, therebyhaving as much as possible of the metal of said tension membersseparated as far from the compression member as is possible. Thisarrangement also has another benefit--namely, at the center plate-aswill hereinafter bepointed out.

The body-bolster 7 is of an old construction, being composed of asuitable brace 8, placed between the center sills, and suitable webmembers 9, extending from the center sills to the sides of the car,these web members being shown aspressed shapes provided with flanges ontheir top and bottom sides and on their inner ends, the last-namedflanges serving as a means of connecting them to the center sills.Extending across the top of the center sills and riveted to the upperflanges of the web members is the cover-plate 10, and extending'underneath the center sills and riveted to the lower flanges of the webmembers 9 is a similar transverse plate 11. The center sills projectslightly beyond the bodybolsters, and the draft-sills 14 arel separatepieces riveted to the center sills outside of the body-bolsters, so asto facilitate repairs in case of injury. These draft-sills are shown assections of Z-bar, having their inner ends riveted to the webs of thechannel members 3 of the center sills. The tension members 4 of thecenter sills are bent to a horizontal position as soon as they reach thecenter plate, and in order to prevent the first rivets which secure saidtension member to the compression member from shearing off by reason vof this angle orbend in the tension member the conter plate is projectedfar enough backwardl y or toward the center of the car to support thetension members beneath the first 4rivets and as far as the bendtherein. vThe horizontal flanges of saidtension members being placed onthe bottom offer a very eflicient supporting-face to rest upon thecenter plate. The center plate forms the point of support of thecar-body on the truck, and consequently the entire strain on theunderframe is transmitted by the construction described directly to thepoint of' support. The tension-angles 4 project out beyond thebodybolster to the splice, thus stiffening the center sills entirely outto said splice, so that if there is any yielding between the end silland the body-bolster it must be in the draft-sills, and as the latterare short pieces they can easily be replaced in case of injury.

The side sills are not intended to carry any load, and consequently canbe made very light. They have been shown as small Z bars 16 and areconnected to the ends of the bodybolsters by means of sections ofangle-bar 17 and 18. They serve as a convenient means for supporting theoutside wooden nailing strips or stringers 19. Inasmuch as these sillsdo not carry any appreciable amount of the load lprovision is made fortransmitting the load from the side sills to the deep center sills, andtol this end the side andL center sills are connected at intervalsintermediate the body-bolsters by means of strong transoms orcross-bearers. Two such cross-bearers are shown, each being of a trussedtype and comprising connecting members 20, preferably of angle-bar,secured to the center sills by means of angle or knee pieces y21 andextending out to the side sills, these members being placed in line withthe struts 5 of the center sills. The cross members 2O are unitedtransversely of the car by means of plates 24, lying above the centersills and riveted to the vupper flanges of said cross members. Themembers 2O and plates 24 form the tension member of the trussedcross-bearers. The compression member of these cross-bearers is formedby means of two angle-bars 22, placed back to back, passing underneaththe center sills and secured to the tension member thereof'andthencebeing bent upwardly and having their ends. secured tothegusset-plate 23, which serves to unite the cross members 20 to the sidesills.

At intervals intermediate the body-bolsters and the trussedcross-bearers the side sills are connected tothe center sills by crossconnecting-ties 25, these comprisingplates flanged on their top andbottom edges and inner ends, the latter servingas a means for connectionto the center sills. At their outer ends they are connected to the sidesills by angle-pieces 26 and 27. Between the center sills inline withthese cross connecting-ties are the braces 28, which are formed bypressing a plate so as'to form flanges on two sides thereof to serve asmeans vfor connecting the same to the center sills. These plates `arealso provided with horizontal transverse embossments or corrugations 29in order to stiffen the same. Extending across the center sills abovethe same is a plate 30, whose ends are Vriveted to the top flanges ofthe cross-ties 25, and extending underneath the center sills and rivetedto the lower flanges of said cross-ties is a similar plate 31. Thesecross-ties, it will be observed in Fig. 4, have their lower edgespressed or bulged sharply upwardly, this being for the purpose of givingclearance for the wheels. The cross-connectors, which are 'not in linewith the wheels, however, have their lower edges straight and slopingupwardly from the center sills to the ends of said cross-connectors. Y V

The end sill is apressed plate 35 of channel shape, being of greaterdepth at its center than at its ends, as'indieated at Fig. 4, and alsohaving its central portion curving outwardly, as shown in Fig. 1. Thissill is IOO IIO

` are suitably securedto the end sill, and the latter is notched at itscentral portion, as at .38, to provide an opening for the shank of thedraw-bar. At the corners of the car the vertical webs of the side sillsare notched, as

at 38, in order to receive the top flange ofV the end sill and thehorizontal flange of the angle-bar 36. neath the side sill is a casting39. This casting is provided with vertical portions 4() and 41 at nearlyright angles to each other and with a horizontal .web 42, which liesunderneath the lower flange of the Z-bar side sill. The upper flange ofthe end sill and the horizontal flange of the angle-bar 36 rest directlyupon the horizontal flange of the casting. A single rivet or number ofrivets 44 are used to imite these parts' together, this rivet or rivetsalso serving to secure the outer end of a diagonal brace 45, whosehorizontal flange bears 4 against the under face of the horizontal web42 of the casting. The inner end of this brace is suitably secured to aconnection-plate 46, riveted to the center sills and top cover-plate ofthe body-bolster. The casting 39 is also provided with a vertical web43, projecting downwardly from the horizonvtal webI 42, said verticalweb being on an ineline, as'shown, and the vertical flange of thediagonal brace secured thereto `by means of the rivets 48. Outside` ofthe woodenbody Vportion is a corner-strap 50, secured to the woodenframework by suitable bolts and also secured to the casting 39 by meansof rivets 51. The push-pole pocket 52 is secured to this corner-strap bymeans of rivets 53. The corner-casting described serves to rigidly uniterthe end and side sills, end-sill angle, and diagonal brace.'

The underframe as a whole, Yit will be observed, has the greater part ofthe material at the central longitudinal line of the car, thus enablingit to effectually withstand end shocks. The load is carried entirely bythe center sills, being transmitted from the car sides to the centersills by means of the strong crossbearers and diaphragms, and this loadis vtransmitted to the center plates in a very efficient manner.

What I claim is- 1. A car-underframe comprising body-bolsters,trussed'center sills comprising a coinpression member formed of achannel-beam, a tension member formed of a flanged bar terminating inproximity to the body-holsters,v

said tension member having its ends secured to the compression memberand being separated therefrom intermediate its ends by struts, shallowside sills of uniform depth,

Placed in the 'end sill under-- and trussed cross-bearers connectingsaid center sills and side sills.

2. A longitudinal trussed sill for railwaycars comprising acompressionmember formed of a channel-beam, a tension member formed of a flangedbar terminating in proximity to the body-bolsters andliaving a flange onits lower edge, said tension member having its ends riveted to thecompression member and being deflected from said compression memberintermediate its ends, and a strut or struts interposed between saidtension and compression members.

3. VAn underframe for railway-cars comprising bodyjbolsters, a trussedcenter sill comprising a compression member formed of achannel-beam, atension member formed as an angle-bar terminatingy .in proximityto thebody-bolsters, said angle-bar having its vertical flange riveted at itsends to the compression member and having its horizontal flange on itslower edge and lying in approximately the same plane as the compressionmember, a strut or struts interposed between said tension andcompression members, side sills of uniform depth, and trussedcross-bearers connecting said center sill and side sills.

4. An underframe for railway-cars comprising body-bolsters, a centersill formed as a flanged beam and projecting beyond said body-bolster, areinforced truss member for said sill comprising a flanged bar having aflange -on` its lower edge and secured at its ends tothe center sill,and a center plate secured to the body-bolster and serving as a supportfor the lower flangeof the center silland the lower flange of thereinforcing member. j

5.' An underframe for railway-cars comprising a body-bolster, .a trussedcenter sill comprising a compression member formed of a flanged beam, atension member formed as a flanged bar having its flange on its loweredge and having its middle portion separated from the compressionmember, a strut or struts between said tension and compression members,the endsof said tension member being vdirected upwardly and bent to ahorizontal line, said horizontal portion being riveted to thecompression member, vand a center plate secured tothe body-bolster andsupporting the same out to the bend therein.

6. An underframe for railway-cars coinprising end sills, body-bolsters,center sills projecting. beyond the body-holsters, draftsills spliced tothe center sills and extending out to the end sills, reinforcing trussmembers formed of flanged bars having their central portions separatedfrom the center sill,

and struts between said reinforcing members and center sills, saidreinforcing members having their ends bent upwardly and riveted to thecenter sills and projecting out to the point where the draft-sills areconnected to the center sills.

IOS

IIO

iig

7. A n underf'rarne for railway-cars comprising longitudinal sills andtransverse braces between said sills, said braces comprising platesflanged at their ends for riveting to the sills and having transversehorizontal embossments or corrugations formed therein.

8. An underf'rame for railway-cars comprising longitudinal sills,transverse braces between said sills comprising plates flanged on theirside edges, and being provided with transverse horizontal embossrnentsor corrugations, and cross-ties in line with said braces and connectingthe center sills and car sides.

9. An underframe for railway-cars comprising center and side sills,cross-connectors betweenv the center and side sills, transverse bracesbetween the center sills in line with said cross-connectors, saidtransverse braces comprising plates suitably secured to the center sillsand being provided with transverse horizontal embossments orcorrugations, and cross connecting-plates extending over the centersills and secured to the cross-connectors.

10. In an underf'rame for railway-cars, the combination of side sillsand ends sills provided with horizontal flanges, a corner-castingprovided with an end face for bearing against the end sill and beingprovided with a horizontal web, and rivets or the like passing throughsaid web and the horizontal flanges of the side and end sills.

l1. I n an underframe for railway-cars, the combinationofI the side andend sills provided with horizontal flanges, and corner-casting providedwith a horizontal web bearing against the horizontal flanges of suchside and end sills andy having a diagonal depending web, a diagonalbrace bearing against the lower face of the horizontal web of thecasting and having a depending portion bearing against the depending webof' said casting, and rivets or the like for securing the verticalflange of' the diagonal brace to the depending web of the casting andfor securing the horizontal flange of the diagonal brace and thehorizontal flanges of the side and end sills to the horizontal web of'the casting.

12. An underframe for railway-cars comprising side sills of flanged barshaving their webs notched at the end, an end sill of channel shapehaving its upper flange projecting into the notch of the side sill, astrengtheningangle riveted to the top flange of' said end sill with itshorizontal flange below and projecting inwardly and into the notch inthe end of the side sill, a corner-casting provided with a horizontalweb, and rivets or the like passing through said horizontal web, thehorizontal flange of the side sill, the top flange of' the end sill, andthe horizontal flange of the strengthening-angle.

13. An underframe for railway-cars comprising a side sill formed as aflanged bar provided with a notch in its end, an end sill having aflange projecting into said notch, a reinforcing-angle riveted to theend sill with its horizontal flange on its lower edge and projectinginwardly into the notch of the side sill, a corner-casting having ahorizontal web with its upper face bearing against the lower flange ofthe side sill and having a diagonal depending web, a diagonal brace ofangle shape having its horizontal flange on top and bearing against thelower face of the horizontal web of the casting, and having its verticalflange bearing against the depending web of the casting, rivets or thelike passing through said Vertical web and the vertical flange of thebrace, and rivets or the like passing through the horizontal flange ofthe diagonal brace, the horizontal webof the casting, and the flanges ofthe side and end sills and the'horizontal flange of' thestrengthening-angle.

1n testimony whereof I, the said ARNOLD STUCKI, have hereunto set myhand.

ARNOLD STUCKI.

Witnesses:

ROBERTO. To'r'rEN, J. R. KELLER.

